• Content count

  • Joined

  • Last visited

Community Reputation

90 Excellent

1 Follower

About ply33

  • Rank
    Senior Member

Contact Methods

  • Website URL

Profile Information

  • Gender:
    Not Telling
  • Location:
    Spanish Village by the Sea

    You can use a suction pump to remove the old fluid from rear axle using the filler plug hole. Or you can remove one of the lower bolts holding the ring and pinion gear assembly to the axle housing and let the gear lube drain out it. No reason to remove the ring and pinion gear assembly to replace the gasket unless you have other issues.
  2. So I guess I'm a Chrysler guy now

    Should be a cut our section built into the voltage regulator. If the points on it are stuck closed it would account for your generator buzzing when you put the charger on. It would also explain the dead battery. I hope that fully discharging the battery through the generator didn't overheat anything inside the generator. The fact that it seems to charge normally when running is good, so maybe there wasn't too much damage to the generator.
  3. What is this bolt and what's it purpose?

    FWIW, Chrysler used the same scheme, a vented bolt to hold the brake tee to the axle, for a lot of years too.
  4. "Hill Holder"

    About the hand throttle on the dash, my copy of Man and the Motor Car, a 1940 vintage high school driver training book says on page 79: That said, it is my impression that the hand throttle disappeared about the same time as the crank hole cover disappeared and suspect it might have had an official use when using the hand crank to start the engine. I guess your right foot would be “otherwise engaged” doing that too, supporting you as you stood in front of the car trying to start the beast.
  5. Auto engineer rant

    7/32" is 5.556 mm. May be close enough.
  6. Drive shaft universal joint help

    Now that you've opened the boot, you really should fix things: These Detroit ball and trunnion type joints are basically an early version of a CV joint and suffer the same issue of extremely fast wear if the boot is damaged. There are several sizes of the Detroit joint so check the vendor's site carefully to determine if the parts your are getting are correct. If the inside of the housing is not worn, then there is a kit with the needle bearings, balls, end caps, etc. that can be easily fitted. Simply pull the driveshaft off the car (some people like to mark so they get it back on in the same position) and then pull the sheet metal cover off the end by prying open the tabs. If your kit did not come with a new cover, then be careful with the tabs so you can re-install it. Once open it is pretty obvious how/where everything goes. Don't over grease, manuals for the Chrysler equivalent ones call for about 1 tablespoon total. If the housing has been worn, then it will need to be replaced and that entails pressing out the pin and then pressing it back into place. And it has to be exactly centered or you will have vibration issues. With respect to boots, the original ones usually had an inner cone that kept grease inside the housing and then an outer to keep water and dirt out. A lot of the replacement boots are only the outer. If possible see if you can find ones with the grease retaining cone.
  7. Delco Lovejoy Lever Action Shocker Rebuild

    A couple of years back Taylormade on this forum rebuilt the Delco-Lovejoy shocks on his 1930 Dodge and posted a couple of threads about it. I've found one at I recall at least one other thread but am unable to find it at the moment. Taylormade is still posting progress reports on his Dodge so maybe you could PM him for details, hints, etc.
  8. 30 Chrysler Firewall Color

    It seem a slower and more expensive way to do things. Generally Chrysler's engineers and production people in that era were respected for being good at what they did, so it is a bit of a mystery why they did that.
  9. 30 Chrysler Firewall Color

    If you are making a chart, for Plymouth the firewall was black for all models 1935 and earlier. For 1937 and up the firewall matched the body color. I don't know what they did in 1936.
  10. 30 Chrysler Firewall Color

    Plymouth of that era had a black firewall regardless of body color. The break between colors was hidden under the anti-squeak welting around the cowl. Given Chrysler Corp's centralized way of doing things, I'd hazard a guess that the Chrysler cars of that era also had a black firewall regardless of body color. Your car, your choice. But I've seen cars that took a 1st place in AACA judging where the "firewall is black regardless of body color on Plymouth" was not known to judges. Same car came with a 3rd place based on points in Plymouth Owners Club judging where incorrect firewall color was an automatic deduction. (Other things took that car down as well like carpet vs rubber matting for front floor covering.) That car's owner was not a happy camper. Anyway, if you are into make specific judging you might want to research this more. If you are into more era generic judging and/or non-judged events the you are fine doing whatever you want.
  11. Which is why I've asked twice on this thread if his DeSoto used the same mechanism as Plymouth for getting a vacuum source. On the Plymouth of that era the vacuum for the fuel pump is provided by a tap off the suction side of the oil pump. So the faster the engine is turning over the more vacuum you have, totally independent of carburetor throttle position or engine load. So far, if that question has been answered I haven't seen it. Down side of the Plymouth (and I would have assumed all other Chrysler built makes) is that if something goes wrong with the vacuum fuel pump you could lose oil pressure by sucking too much air.
  12. So Chrysler did the vacuum feed differently on DeSoto than they did on Plymouth? Seems odd as their engineering department usually used the same or similar solutions across the various makes.
  13. I can't really help on the Stewart-Warner vacuum fuel pump but I had a question . . . Does the DeSoto use the same funky setup as Plymouth where the vacuum for the fuel pump is provided by the oil pump rather than manifold vacuum?
  14. How fast?

    The legal maximum speed in California from 1931 to 1941 was 45 MPH. I'd expect that a mid-market or upper middle market car like a 1930 DeSoto that was only a year or so old when the 45 MPH limit started in 1931 would have been able to do the speed limit. A number of years ago, I followed a friend to a car meet. He drove his stock (older restoration) '31 Plymouth PA down US 101 from the SF Bay area to Santa Maria a distance of about 200 miles. I was pretty surprised that he kept a pretty constant speed of between 50 and 55 MPH. Seems that if a lowly Plymouth in good condition can do that a bit more upscale Dodge or DeSoto should be able to do it too.
  15. Chrysler head identification

    I believe Chrysler used a part number/drawing management scheme similar to the one used in the factory I worked in just out of school. Basically each discrete step in the manufacture of a part had a separate drawing with a part number assigned. So you had a drawing/number for a raw casting from the foundry and a different drawing/number for the finished machined part. Often those numbers were very close together as the design engineer would know that he needed several discreet drawings/steps in the manufacturing so he'd get a group of numbers at once from the drawing control person/group. The drawing for the casting may have had the casting part/drawing number on it and might actually have been cast into the part. When the service people put together a list of parts available they would list the finished machined part not the raw casting part number. Anyway, that's my theory and explains to me why the numbers I see on most Chrysler castings are not the numbers I see in the parts book. Often close to the numbers in the parts book, but seldom the same number.